Flying automobile



* I w L1 6 May 13, 1941. I

B. L. BEALS, JR

FLYING AUTOMOBILE Filed June 23, 1939 9 Sheets-Sheet 1 l VENT R BTTORNEYS SDWEEMC May 13, 1941. B. L. BEALS, JR

FLYING AUTOMOBILE- I Filed June 23, 1959 9 Sheets-Sheet 2 INVENTOR 6%,XwM m Mw ATTORNEYS y 1941- B. L. BEALS, JR 2,241,577

FLYING AUTOMOBILE Filed June 25, 1939 9 SHeets-Sheet 4 ATTORN EYS 244aAERQKREAUfiWS gl May 13, 1941. B. BEALS, JR 2,241,577

FLYING AUTOMOBILE Filed June 23, 1939 9 Sheets-Sheet 5 BY, /y m a a1120" 1&4 4

ORNEYS Seam mom 6 I lgVENTOR 1%. BY AwnWM/fgw ATTORNEYS 9 Sheets-Sheet 8May 13, 1941- B. L. BEALS, JR

FLYING AUTOMOBILE Flled June 23, 1939 r w: E

244 Amumm a ma wmn mgg May 1941- B. L. BEALS, JR 2,241,577

FLYING AUTOMOBILE Filed June 23, 1959 9 Sheets-Sheet 9 ZHr. MLHUHWMJ iwe:

Patented May 13, 1941 @GQX @535 lltukliil FLYING AUTOMOBILE Bruce L.Beals, Jr., Hempstead, N. Y., assignor to Flying Car Corporation,Trenton, N. J., a corporation of New Jersey Application June 23, 1939,Serial No. 280,774

11 Claims.

The invention rel-ates to automotive vehicles and more particularly to anovel and useful vehicle adapted for land and air travel.

Objects and advantages of the invention will be set forth in parthereinafter and in part will be obvious herefrom, or may be learned bypractice with the invention, the same being realized and attained bymeans of the instrumentalities and combinations pointed out in theappended claim-s.

The invention consists in the novel parts, constructions, arrangements,combinations and improvements herein shown and described.

The accompanying drawings, referred to herein and constituting a parthereof, illustrate one embodiment of the invention, and together withthe description, serve to explain the principles of the invention.

Of the drawings: Fig. 1 is a side elevation of a motor car embodying theinvention and adapted for land travel;

Fig. 2 is a side elevation of a flight unit adapted to be attached tothe car shown in Fig. 1;

Fig. 3 is a side elevation of the motor car with flight unit andpropeller attached and in position 1 Fig. 4 is a fragmentary plan of thesteering and shock absorbing system of the motor car with the body shownin diagrammatic outline;

Fig. 5 is a cross section of the forward part of the mechanism shown inFig. 4 showing the front wheels and shock absorbing unit;

Fig. 6 is a similar View of the rear wheels showing the shock absorbingunit and rear wheel drive mounting;

Fig. 7 is a detail elevation of the front wheel 5 mechanism and shockabsorbing unit for the left front wheel;

Fig. 8 is a fragmentary side elevation of the steering mechanism andmounting of the steering wheel and column with respect to the driv- Fig.15 is a fragmentary perspective of a modified form of attachment of theflight unit to the car body;

Fig. 16 is a diagrammatic view of the interlock between the ruddermechanism and the motor connection between the wheels and propeller, theleft hand portion being in plan and the right hand portion in verticalside section;

Fig. 17 is a fragmentary plan View of a modified mechanism whereby thefront wheels and rudder may be controlled together;

Fig. 18 is a vertical section on line I8-I8 of Fig. 17; and

Fig. 19 is a vertical section on line l9-l9 of Fig. 17.

The invention is directed to providing an improved automotive vehicleprimarily designed for land travel and conforming so far as possible toconventional automobile construction and design, but adapted to functionas an airplane with a minimum of additional equipment and mechanical andstructural modification. So far as possible the standard or conventionalpower and control elements of the automobile construction are adaptedfor use in propelling and controlling the vehicle in flight, requiringsubstantially no additional control elements, each part of theautomobile control mechanism being adapted to perform multiple services,depending upon whether the vehicle is to be controlled for land travelor in flight.

A primary object of the invention is to provide a land vehiclecapacitated to operate as a primary independent and self-contained unit,but which may be rendered capable of flight by simply attaching theretoa few additional flight-sustaining and controlling members. Accordinglythe invention provides a motor car to which may be simply and securelyattached surfaces for sustaining, propelling and guiding the vehiclethrough the air. Said flight-sustaining and guiding surfaces or membersare preferably designed, so far as possible, to constitute a smallnumber, and preferably a single unit which may be very quickly attachedand detached to the automobile, but which when attached constitutes astructurally secure and integrated element of the flying machine. Theflight-sustaining :and guiding unit is preferably designed so as to beinterchangeable with like units, so that the owner of the motor car maydrive up to a flight service center, attach the flying unit to his car,take off and fly to another landing field where the flying unit may bedetached and used on another vehicle of similar design. Thus the motorcar is designed for permanent private ownership, but adapted foroccasional flight whenever the owner wishes, the flying parts or flyingunit being preferably handled and serviced by those skilled in suchwork.

As stated, the invention provides for economy in design and certaintyand security of operation by utilizing the automobile control mechanism,so far as possible, to also control the operation of the vehicle inflight. Likewise the power unit or motor of the automobile iscapacitated to supply the motiVe power for flight, and the weight,weight distribution and surface design of the car are all calculated togive it suitable aerial qualities when combined with the flying unitdevices attachable thereto.

More in detail, the steering mechanism of the automobile is adapted tobe disconnected from the dirigible land wheels and to be connected tosuitable control elements of the flying unit, such as the ailerons andelevator for control of the vehicle in flight. Similarly the clutch andbrake pedals of the automobile may be utilized in flight to control theoperation of the vertical rudder or other flight guiding surface. Thewheels of the automobile are adapted for use as landing wheels in takingoff and landing of the vehicle for flight and are accordingly designedwith suitable shock absorbing devices, which are combined with thesteering and power transmission mechanisms in a novel and efficientmanner.

The invention further comprises suitable safety elements to insure thatthe vehicle will operate correctly and safely as to proper coordinationof all the necessary control features. Thus when the flying unitelements are attached, safety interlock means are provided to insurethat the vehicle cannot be started in operation for flight until thesteering mechanism is properly linked to control the ailerons and otherflightcontrol means of the aircraft. Similarly the safety interlockmeans are designed to require complete linkage of the automobile drivingand steering mechanisms before the vehicle can resume its operation as aland vehicle.

One important application of the invention is in military operations,where the vehicle may be utilized to transport troops rapidly andflexibly from point to point by air and thence along the ground. Thustroops may be rapidly and safely flown to a scene of action, land andproceed on round in the automobile, which for such uses will be suitablyarmored and armed. The invention thus lends itself to extension of themobility desired in mechanized cavalry operations, and also infacilitating reconnaissance work in the field.

Referring now in detail to the present preferred embodiment of theinvention the vehicle is designed to function primarily as an automobileof substantially standard construction. As shown, the motor car unitcomprises a streamline body I which departs as little as possible fromthe more modern forms of automobile bodies.

The body is designed in shape and weight to operate as the fuselage andmotor housing for the vehicle in flight and as shown the body in plan isrelatively long and narrow (Figs. 1 and 4) An internal combustion motorll] of suitable lightness and power is preferably mounted near the rearof the vehicle for purposes of proper weight distribution and also tofacilitate transmission of power to the land and air propelling units. Aseat l5 for driver and one or two passengers is provided near the frontof the vehicle where the steering mechanism, control panel andwindshield l6 are also located.

The vehicle is preferably provided with four supporting wheels, the twofront wheels 20 being dirigible for steering and the two rear wheels 2|being connected to the motor by suitable transmission gearing, inaccordance with conventional automobile practice. It will be understood,however, that the invention in its broader aspects is not limited to afour-wheeled vehicle and that known or suitable three-wheel or otherarrangements may be provided if desired.

Referring now to the present preferred steering means for thefour-wheeled automobile vehicle, the left front wheel 20 is rotatablymounted on the outer end of a bell crank formed on the wheel hub 24 andhaving a forwardly extending arm 25. Means to turn the left. wheel abouta vertical axis for steering comprises a horizontally rotatable parallelsteering crank 26 and a pivotally interconnected cross link 21.Corresponding turning movement is transmitted to the right hand frontwheel 20 by a cross link 28 which connects the bell crank 25 to asimilar rearwardly extending bell crank arm 25' on the right front wheel20 by means of a rearward extension 29 of the bell crank 25. A steeringwheel 30 is positioned in front of the driving seat l5 and adapted totransmit steering movement to the crank 26 through a conventionalsteering gear 3| and an upstanding rotatable shaft 32 which is suitablyconnected by bevelled gearing 33 to the steering wheel. The rotatableshaft 32 is suitably housed in a hollow steering column 34 which isnormally inclined rearwardly, as shown in Fig. 8, for automobiledriving. Means for holding the steering column 34 and wheel 30 in therearwardly inclined position comprise a locking arm 35 removably boltedat 36 to a bracket fixed to the steering column 34. The opposite end ofthe arm 35 is connected to the frame of the vehicle body as at point 3'!under the seat.

Combined with the wheel steering mechanism are suitable shock absorbermeans for permitting the vehicle in flight to land upon the dirigiblewheels 20 without harm to the steering mechanism. As embodied, the crosslinks 21 and 28 are connected to the steering links 25 by suitableuniversal joints 40 and a similar universal joint 4| forms the pivotalconnection between steering arm 26 and the inner end of links 21.Suitable tie rods 43 and 44 extend diagonally from a central framemember 55 to the inner ends of pivotal arms 56 which extend from thehubs 24. The connections between the ends of arms 56 and the rods 43 and44 are universal joints and similar connections (not shown) are providedat the frame member 55. Thus the entire steering mechanism is adapted topermit vertical pivotal movement upon a vertical shock absorbingmovement of either wheel, without harm to or displacement of any partsor connections of the steering mechanism. The two front wheels 20 areindependently sprung by means of hydraulic shock absorbers 45 whichextend vertically upwardly and are rigidly connected at 56 to the wheelhub 24. The upper ends of the shock absorbers are connected at 41 torigid frame members 48 of the vehicle body structure. It will beunderstood that other shock absorbing and steering systems may beprovided, the principal object being to permit adequate land steeringand also to enable the wheels to have a shockabsorbing movementsubstantially greater than that required for ordinary automobile use and244. nationalities.

MGME M58 ii BUUME approximating the shock-absorbing action of airplanelanding wheels. It will be understood that other forms of shockabsorbers, such as spring or rubber cord or pneumatic systems may beused as found preferable or desirable.

Referring now to the embodied means for transmitting power to the rearwheels 2| of the vehicle, power is transmitted from the motor III to therear wheels through a suitable conventional gear shifting transmission(not shown) to a differential 5| located in rear of motor l and midwaybetween the rear wheels 2| (Fig. 16). A suitable friction clutch 52normally engaged by a spring 53 is adapted to transmit power to thedifferential gearing under control of the driver, a control member 54being indicated, but the connections therefrom to the clutch pedal 55being not shown. As stated, suitable gear changing transmission means ofany known or conventional type may be located between the clutch 52 andthe differential drive 5|. It will be understood that the clutching,gear changing and transmission means between the motor shaft H and therear wheel differential drive constitute no essential'part of theinvention and for that reason are shown largely diagrammatically and maybe of any suitable or desired construction.

The rear wheel driveis adapted for shockabsorbing movement whereby therear wheels 2| may also act as landing wheels for the vehicle in flight.As embodied, power is transmitted from the differential gearing 5| tothe wheels 2| through driven axles 80 both of which are provided withuniversal joints 5| adjacent the differential housing and also withuniversal joints 62 adjacent the wheel hub. Thus the wheels are adaptedto have considerable free vertical movement which does not interferewith the transmission of power to the rear wheels when the vehicle isbeing operated on the land. Suitable shockabsorbing means are designedfor controlling said vertical movement of the rear wheels. As embodied,a bell crank is provided for either rear wheel, the outer arm 83 of thebell crank being rigidly connected to the wheel hub. The bell crank ispivotally mounted at 64 on a fixed member of the automobile frame sothat the inner arm 85 of the bell crank extends upwardly and slightlyinwardly. A suitable hydraulic or other design of shock absorber 86 isconnected at one end to the movable bell crank arm 65 and at its otherend to the opposite fixed frame member 84. The opposing wheel issimilarly provided with bell crank and shock absorber so that the twoshock absorbers are disposed diagonally with respect to each other andsufliciently spaced to permit free independent action. Thus upwardrocking movement of either rear wheel 2| will cause the arm 65 of itsbell crank to swing inwardly and downwardly and compress the shockabsorber attached thereto.

The automotive vehicle is provided with suitable means located at thedriving position for controlling the operation of the driving clutch 52and of the wheel brakes (not shown). As embodied, said means comprisesubstantially conventional clutch pedal 55 and brake pedal 10, bothlocated in conventional relation for'operation by the feet of thedriver. Both pedals are rotatably mounted on a stationary cross shaft1|, which for convenience of illustration is shown above the floor board12, although in practice it and the other devices connected to thepedals may be positioned below the floor board. The

brake pedal is operatlvely connected with a suitable brake-controllingrod I3 by means of a bell crank 14 rotatably mounted on the shaft H. Forlinking the brake pedal to the brake-actuating rod 13 a pin 15 isslidably mounted in the upper end 15 of the brake pedal frame and isadapted to slide into a suitable bore 11 in the bell crank. Similarmeans are provided for oneratively connecting the clutch pedal 55 to abell crank 18 for operating a clutch control rod 18. It will beunderstood however that the clutch and brake mechanisms may be providedwith electrical, vacuum or other power means in lieu of the mechanicalconnections shown.

In accordance with the invention the generally conventional automobilestructure and mechanism hereinbefore described is adapted to be suppliedwith additional elements which will enable it to operate as an airplane.Said elements broadly comprise propelling means, flight-sustaining meansand control devices for operating the unit in flight. Referring first tothe flightpropelling means, same comprise a conventional air propellermounted and adapted to be driven by the automobile motor Ill. Asembodied, a propeller shaft BI is supported in a suitable bearing box 82mounted above and just to the rear of motor I0 at the top of theautomobile body and supported by suitable rigid connections withtheautomobile frame. A suitable supporting plate or fin 83 is permanentlyformed as part of the automobile body and extends upwardly andrearwardly from the rear sloping surface thereof, along the center lineof the vehicle. The propeller shaft 8| is housed in and extends throughthe upper portion of said fin 83.

The propeller 80 is of the pusher type and may be permanently connectedto the end of the shaft 8| by a locking hub 84, so as to travel with theautomobile on the land. In such case suitable means, not shown, will beprovided for preventing free rotation of the propeller during landtravel of the automobile. Preferably, however, the propeller isremovable and may be attached and held in place on the end of the shaft8| by means of the hub 84 at such times that it is desired to fly. Whilethe construction and mounting of the propeller are preferably shown asof the pusher type, positioned at the rear of the vehicle, it will beunderstood that the invention is not necessarily limited thereto, butmay be designed to operate with one or more tractor propellers mountedat the front of the vehicle. However, it has been found that thelocation of the pusher propeller conforms most readily to the presentgeneral design of automobiles.

The embodied means for transmitting power to the propeller shaft 8| fromthe motor shaft comprises a grooved pulley 88 mounted to rotate with themotor shaft H and disposed forwardly of the clutch 52 and othermechanism for transmitting power to the vehicle Wheels. A set of V belts88 are reeved about the pulley 88 and over a similar pulley 80positioned directly thereabove on the propeller shaft 8|. Means areprovided for disconnecting the motor drive from the wheel transmissionand transferring same to the propeller pulley 88 and vice versa,depending upon whether it is desired to drive the rear wheels or thepropeller. As embodied, the fixed' member 9| of the friction clutch 52and the rear face of the pulley 88 are provided with clutch teeth 92 and83 respectively. A dual-faced clutch-engaging disc 84 is positionedbetween the toothed faces 82 and 83 and is splined to the shaft Bysuitable translatory movement of the disc 94, either the clutch member9| or the pulley 88 may be engaged to rotate positively with the shaftII, thereby to transmit power either to the rear wheels 2 I or thepropeller shaft 8 I.

It will be understood that any desired driving ratio between the motorshaft II and the propeller shaft 8I may be provided by the relative sizerelation of the pulleys 88 and 98. The invention is not limited,however, to a belt and pulley drive between the motor and propellershaft, but any suitable power transmission means, involving positivegear connections or the like may be substituted.

Referring now to the embodied means for supporting and sustaining thevehicle in flight, same preferably comprises a unitary wing and tailunit, hereinafter called the flight unit, generally shown in Figs. 2 and10. Said unit is adapted to be mounted and connected very readily andsimply to the automobile body, combining therewith to form a flyingmachine, and comprises two monoplane wings I88 integrally formed toextend to either side of the vehicle body. Extending rearwardly fromeither wing and spaced from the center of the unit are twin parallelbooms I8I for integrally connecting and supporting the tail surfacesfrom the wing. Said tail surfaces comprise a fixed horizontal stabilizersurface I82 with a pivotally connected elevator I83 extending from therear edge thereof. Centrally disposed between the booms is a fixedvertical fin or stabilizer I84, with a vertical rudder I85 hinged to therear edge of the fixed fin I84. Suitable ailerons I87 are pivotallyconnected to form part of the trailing edge of the wings I88 in theconventional manner. The detailed construction of the wing and tailmembers constitutes no essential part of the invention and may be variedas required in practice. For example, the booms I8I and the tailsurfaces may in some instances be dispensed with entirely and verticalrudders mounted at either end of the wing surfaces, although theconstruction shown is preferable for stability and conventional flyingpractice.

In accordance with the invention, means are provided for supporting theflight unit on the body of the car, said support being readily andsimply demountable but very secure and strong so as to insure completestability and strength. Accordingly the flight unit is adapted to beseated upon and directly fastened to the rigid structural frame of thecar. The top surface of the car body is provided with two horizontaltransverse grooves I I8 and III at the bottom of which are exposedstructural cross spars I I2 of the car body, said spars being supportedat the tops of the vertical columns I I3 which are directly connected tothe car chassis and thus act to support and distribute weight directlyto the main weight-supporting framework of the car. The internalframework of the wing structure I88 comprises two transverse beams Il5and H8, substantially I-beams in cross section, and tapered outwardlyfrom their centers to provide cantilever supports lengthwise of thewing. Said beams I I5 and H6 are adapted to fit into the grooves H8 andIII respectively, where they rest and are supported upon the car framestruts II2. For permitting suitable seating andcontouring of the wingstructure on top of the car body, the under surface II'I of the wing iscut away at II8 and II!) to flt on and accommodate the top of the carbetween the grooves H8 and III, said cutaway portion extending for thewidth of the top of the car body.

For fastening the wing beams H5 and H6 to the car struts I I2 a simplemultiple-bolt fastening is provided whereby the entire operation ofsecuring the wing to the car may be done in one operation. As embodied,the wing beams are provided with two sets of spaced-apart U-shaped lugsI20 which depend from the surfaces of the beams and embrace the squarestruts H2. The lugs I 28 and the struts II2 are conformably apertured toreceive bolts or other fastening means adapted to pass therethrough. Inthe simplest form of fastening, bolts may be driven through theapertures or pass therethrough and fixed in place by lock nuts. However,the invention preferably provides means for simultaneously accomplishingfastening of all four sets of lugs, as shown in Fig. 11. Bolts I2I areslidably mounted within the wing by brackets I22 and the inner ends ofthe bolts are connected to bell crank levers I23 which at their oppositeends have toggle connection, through links I24, with a star shapedactuating disc I25. The disc I25 is rotatable on a vertical axis at thecenter of the wing and is adapted to be actuated from the interior ofthe car body to seat and unseat the bolts. A suitable crank or otheractuating handle (not shown) operable from within the car may beprovided for this purpose. Suitable means, not shown, may be providedfor locking the disc in the fastened position. Thus the entire flightunit, comprising the wings I88 and the attached tail surfaces, may bequickly seated on top of. the car and fastened in place by a singlefastening operation. The vehicle with the flight unit and propeller inposition for flight is shown in Fig. 3 and it will be noted that thecombined elements form a monoplane of high wing construction and havinga pusher propeller between the booms I8l of the flight unit.

A modified form of means for fastening the flight unit to the top of thecar is shown in Fig. 15. As embodied, the space in the car top betweenthe grooves I I 8 and II I is provided with means operable from insidethe car to clamp the wing beams H5 and H6 to the car body struts II2. Asshown a clamping hook I25 is fixed to rotate with the transverse shaftI26 housed within the top of the car body. The shaft I26 is rotatablysupported on one side of the strut Il2 by a suitable bracket I21. Meansfor rotating shaft I26 to rock the hook I25 into and out of clampingposition with respect to beam II5 comprise a transverse shaft I28 havingthereon a worm wheel I29 engageable with a spur gear I38 on the shaftI26. A crank I3I movable from within the car body projects through theinner roof surface I32 of the car and rotatably engages the shaft I28through bevel gearing I33. The upper end of the hook I25 is adapted toengage a suitable opening or recess in the beam I I5 between sideguiding members I34. It will he understood that the shaft I26 will beprovided with two or more hooks spaced apart to engage the beam I I5 atdifferent places and that a similar parallel shaft with equivalent hookswill be provided to similarly connect the beam I IE to the correspondingcar strut I I2. Thus a single operation of the crank I3I will effectlooking or unlocking of the flight unit to the car body.

Referring now to the embodied means for controlling the vehicle inflight, the controlling devices for operating the automobile on land arelargely adapted to be connected with the flightcontrolling elements anddisconnected from their automobile controlling functions so that theyserve a dual role in the control of the vehicle. Thus the steeringmechanism of the automobile is adapted to be utilized for controllingthe operation of the wing ailerons and the elevator I03, while thevertical rudder I is connected to be operated by manipulation of theclutch and brake pedals 55 and of the automobile.

The front wheel steering mechanism is adapted to be disconnected fromthe front wheel control and connected to operate the wing ailerons I01.As shown in Figs. 7 and 8 the wheel steering connection between thesteering shaft 32 and the crank 26 is effected through a positive clutch(not shown) in the gearing box 3I. One possible form of such clutch isshown and described hereinafter in connection with Fig. 19. Anaileroncable pulley or quadrant MI is rotatably mounted on a shaft I andis provided with a clutching face I42 adapted to be engaged bycorresponding clutch teeth I43 splined on the shaft I40. Shaft I40 isrotatably connected to steering shaft 32 by suitable gearing, not shown.Thus when the handle I44 is rocked to the right in Fig. 8, the clutchmembers I42 and I43 will engage so that motion of the steering shaft I32will be transmitted to the pulley I4I. Simultaneously the shaft 32 willbe disengaged from the steering crank 26 and the dirigible wheels 20will be locked in the straight forward position.

- The pulley MI is connected by suitable cables or the like (not shown)to the control means for the ailerons I01. The latter comprise pulleysI41 and I48 actuated by a continuous belt or wire I49. The pulley I48has suitable rotatable engagement with a wire and pulley system I50which is directly connected to rock the aileron I01 by control wiresI5I. It will be understood that the above-described aileron actuatingand control means is conventional and the description and showingthereof largely diagrammatic, as said control means mounted in the wingin itself constitutes no essential part of the invention. From theforegoing it will be understood that turning of the steering wheel 30will cause a corresponding directional turning of the pulley HI andthereby control the movement and positioning of the ailerons I01,exactly as is done in modern aircraft using steering control forallerons. Y

The wheel steering mechanism is also designed to permit control of theelevator surface I03 of the flight unit. As embodied, an elevatorcontrol quadrant I is attached to the bottom of the steering column 34and said quadrant is adapted to control the operation of flexible wiresor the like (not shown) which lead to the elevator control mechanism inthe wing hereinafter described. When the steering column is locked inwheel steering position by means of the removable looking means 35, 36and 31, the elevator control quadrant I55 is rigidly held in idleposition. However, the invention provides means for freeing the steeringcolumn for a limited fore-andaft rocking movement to effect actuation ofthe elevator quadrant for flight control. As embodied, the steeringcolumn 32 is forked at its lower end I56 and there engages a rotatableblock I51 which is pivotally mounted in a U-shaped bracket I58. Theelevator quadrant I55 is formed on one face of a U-shaped frame I59which is apertured to embrace the lower end of the-column 32 and istrunnioned to rock about the upstanding ends of an internally disposedMidi til a mom U-shaped bracket I60. Thus when the connection 36 betweenthe steering column 34 and the fixed member 31 is released, the steeringcolumn is free to rock fore-and-aft within the limits shown in Fig. 8,thereby to correspondingly oscillate the quadrant I55.

Oscillatory motion is transmitted by any suitable means, such as a wireor chain (not shown) to a sprocket wheel 260 mounted in the top of thecar body between the grooves H0 and III. Means are provided fortransmitting the motion of the sprocket wheel 260 to the elevatorcontrol means in the flight unit when the latter is mounted in place ontop of the car. As embodied, the elevator-controlling sprocket wheel IGIin the wing is provided with a downwardly disposed tapered shaft I62which is adapted to seat within a conforming socket I63 on the shaft ofthe sprocket wheel 260. The tapered shaft I62 is splined at I62 toconform with suitable recesses in the socketed shaft I63, whereby thesprocket wheels 260 and I6I are removably connected and designed torotate together. The interior sprockets 260 may be supported from thecar roof in any suitable way, as by bracket bushings I64.

The means for transmitting the motion of sprocket 260 to the elevatorsurface I03 are shown in Figs. 10 and 14, where the sprocket I6Itransmits its oscillatory movement to a par- I allel sprocket I65through a continuous chain and cable member I66. The shaft I61 ofsprocket I65 is'suitably geared to a vertical sprocket I68 which isconnected to control the elevator surface I03 through suitable controlcables I69. in

a conventional manner. It will be clear that the construction foractuating the aileron control pulley or sprocket I41 is substantiallyidentical to that just described for the elevator sprocket I6I. Asimilar sprocket I10 is also positioned in the wing for actuatingsimilar control cables I1I conventionally shown in Fig. 10.

The clutch pedal 55 and the brake pedal 10 are together designed tofunction as controlling and operating means for the vertical rudder andwhen so used are adapted to be disconnected from the connections forcontrolling the clutch and brake respectively of the automobile. Asshown in Fig. 9, the clutch pedal 55 is adapted to actuate a quadrantI15 for moving a control cable I16, which cable is connected, bypassageways not shown, to operate the sprocket I11 and thereby to turnthe rudder controlling sprocket I10 in one direction. Oppositedirectional movement is imparted to the rudder sprocket I10 by a similarquadrant I and control cable IBI designed to be actuated by the brakepedal 10. The quadrant I15 is rotatably mounted on the supporting shaftH and is connectable to rotate with the clutch pedal 55 by means of aslidable pin I84 which is movable to the apertured arm I85 of the clutchpedal above shaft H and into conforming aperture on the similar arm I86of the quadrant I15. Substantially identical means are provided forsimilarly connecting the brake pedal 10 to the other rudder quadrant I80as will be clear from Fig. 9.

Means are provided whereby the driver may selectively engage the clutchpedal 55 with either the clutch-operating linkage or the rudder controlquadrant I15, depending upon whether the vehicle is to be operated onland or in flight, and similar means are provided for controlling therelation of the brake pedal 10 to the wheel brakes and the rudderquadrant I80. As embodied, the

clutch pedal connecting pin 15 extends at I84 toward the quadrant I15.Spaced collars I90 on the pin 15I84 engage between them an actuat: ingplate I! through which the pin passes. Means for imparting translationalmovement to the plate I9I to slide pins I84 and 15 horizontally toengage either the rudder quadrant I15, as shown, or the clutchcontrolling lever 18 comprise a forked arm I92 which engages the plateI9I at its lower end and is horizontally slidable on supporting rods I93and I94. A handle I95 for shifting the arm I92 is rotatably mounted onshaft I94 between the upper ends of the forked arm I92. The rear end ofthe handle I95 projects through a horizontal slot I96 in the dashboardof the car and is slidable from the left hand of said slot to the centerthereof, where it may drop into a retaining notch I98, as shown in Fig.9. A spring-controlled guard plate I99 normally causes the handle I95 toremain at the end of the slot and must be lifted to permit shifting ofthe handle toward the notch. It will be clear that the control handle200 is designed to operate connections for the brake pedal 10 betweenthe brake-controlling rod 13 and the rudder quadrant I80 in a similarmanner.

The invention further contemplates the provision of safety interlockdevices whereby the vehicle will be fully capacitated to operate in theintended medium before it can be started in operation. Certainillustrative and exemplary interlock devices are shown and described,but it will be understood that the invention is not confined thereto asit is intended to cover broadly any suitable or desirable means for thisbroadly defined function.

As an illustrative embodiment of such interlocking means, the inventioncomprises means for preventing operation of the propeller on unless anduntil the rudder control pedals 55 and 10 are linked to the quadrants I15 and I80 respectively. As embodied, the clutch disc 94 which isselectively engageable with the automobile friction clutch SI and thepropeller drive pulley 88 is positionable along shaft II by meanscontrolled through the operation of the linkage between the rudderpedals and their rudder controlling quadrants. A forked lever 2I0rotatably engages the clutch disc 94 and at its outer end is fixed to anendless control wire 2 which passes about suitable pulleys between theclutch mechanism and the dashboard control. Means for imparting movementto the endless cable 2| I from the rudder pedal linkage comprises an arm2I2 extending forwardly from the shaft I94 and forming an integralextension of the shiftable handle I95. The arm 2I2 is made fast to thecontrol cable 2 by suitable means, such as a binding screw 2I3. Thus themovement of control handle I95 from the position shown in Fig. 9 to thatshown in Fig. 16 will cause the clutch disc 94 to move to the rear andthus engage shaft II for driving the automobile wheels. Movement of thecontrol handle I95 into the position shown in Fig. 9 will cause areverse movement of clutch disc 94 to engage the motor shaft with thepropeller shaft pulley 88. Consequently the propeller 80 will be drivenfrom the motor I only when the rudder controls are connected for flightoperation.

Similar interlock connections (not shown) may be provided between theother controlling elements of the vehicle. For example, the shaft I40for shifting the control of the steering wheel 30 from the vehiclewheels 2| to the aileron control and vice versa, may be interlocked withthe handle I3I or member I25, the movement of which locks the flightunit in position on the car body. Thus by an interlocking cable control,such as that shown in Fig. 16, or by other suitable means, the steeringwheel may be prevented from operating the aileron control mechanismunless and until the flight unit is in position. A similar interlock maybe provided if desired between the releasable means 36 for fixing thesteering column in wheel steering position, and the seating of thepulleys I41, IBI and I10, or any of them, in the sockets I63. In thismanner the steering column can be prevented from taking up itsfore-and-aft movement unless and until the elevator controls are inoperative connection with the actuating means on the car.

Referring again to the utilization of the automobile steering wheel andcolumn for operating the ailerons, instead of using the steering wheel30, the steering column 32 may be freed for lateral movement, as well asfore-and-aft movement, to operate similarly to the conventionaljoy-stick. When such universal rocking movement is utilized for thesteering column, the steering wheel will preferably be locked againstturning movement.

It will further be understood that the invention is not limited to thespecific linkages between the flight control surfaces on the flight unitand the controlling devices of the motor car. For example the verticalrudder I05 may be controlled by the turning movement of the steeringmovement 30 and the ailerons I01 connected to the clutch and brakepedals 55 and 10. Alternatively the fore-and-aft movement of thesteering column 34 may be linked to control either the ailerons or thevertical rudder instead of the elevator I03, it being obvious that asimple interchange of the cable connections between any of these devicesis suflicient to make the desired combination of linkages.

The invention further comprises means for temporarily steering the frontwheels of the automobile while the vehicle is still conditioned forflight operation. Such provision is desirable particularly for guidingthe Vehicle during landing, when it is still necessary to operate theailerons and rudder controls of the flight unit, but may also be helpfulto steer the vehicle during its taxiing movements by use of thedirigible wheels 20 as well. An embodiment of mechanism for this purposeis illustrated in Figs. 17, 18 and 19, where, as shown, the ruddercontrolling pedals 55 and 10 are adapted to be connected to steer thefront wheels 20 while still controlling the rudder. As embodied, therudder control quadrants I15 and I are provided with integrally formedquadrants 300 and 30I respectively projecting above the shaft 1I.Control cable 302 is fastened to quadrant 300 and passes around pulley303 to be fixed on the surface of a drum 304. Similarly control cable305 extends from quadrant 30I around pulley 306 and is fixed to drum 304in the opposite sense. Consequently any control movement of the rudderpedals will cause the drum 304 to rotate in the same sense as therudder.

Means are provided for selectively linking the drum 304 to the steeringmechanism for the dirigible wheels 20. As embodied, the steering crank26 is operatively connected to an extension shaft 3I0 projecting fromthe steering mechanism 3|. A worm gear 3| I is loosely mounted on shaft3H] and meshes with a worm 3|2 formed on shaft 3I3. Shaft 3l3 is fixedto rotate with drum 304 so that ordinarily in flight operation therotary movement of drum 304 is idly transmitted to the loose worm gear3. Means are provided for selectively transmitting the motion of wormgear 311 to the steering crank 26, said means comprising a toothedclutch member 3|5 which is splined to shaft 3H) and may be slidablyengaged with a conforming clutch face 3|6 on the upper surface of wormgear 3| l. A suitable clutch-controlling lever 3|! may be mounted on abracket 3l8 fixed to the steering gear box 3| for controlling thepositioning of the clutch 3|5.

The clutch 3l5 has three positions, that shown in Fig. 19 being itslowermost. At the intermediate or neutral position the worm gear 3rotates idly on the shaft 3"] and the shaft 3H] and steering crank 26are likewise disconnected from the steering shaft 32, so that movementof the steering wheel 30 may be used to operate the ailerons throughclutch I43 as hereinbefore described. In its uppermost position, theupper face of clutch member 3| 5 is adapted to engage a clutch face 320fixed to the lower end of shaft 32!. Shaft 32l constitutes an extensionof the steering shaft bracket I58 and is thereby adapted to transmitmovement of the steering shaft 32 to the shaft 3H) and thence to thecrank 26.

The invention in its broader aspects is not limited to the specificmechanisms shown and described but departures may be made therefromwithin the scope of the accompanying claims without departing from theprinciples of the invention and without sacrificing its chiefadvantages.

What I claim is:

1. An automotive vehicle having a body, a

motor, supporting wheels, transmission and steering gear primarilyadapted for land travel, a flight unit attachable thereto for supportingand guiding said vehicle through the air, including a vertical rudder, aclutch pedal and a brake pedal for controlling the vehicle during landtravel, means for disconnecting said pedals from clutch and brakeactuating means res ectively. and means for connecting said pedals tocontrol t e vertical rudder in flight.

2. An automotive vehicle having a body, a motor, supporting wheels,transmission and steering gear primarily adapted for land travel, aflight unit attachable thereto for supporting and guiding said vehiclethrough the air, including a movable flight-controlling surface. aclutch pedal and brake pedal for controlling the vehicle during landtravel, means for disconnecting said pedals from clutch and brakeactuating means respectively, and means for connectin said pedals tocontrol said m ovable surface in fli ht.

3. An automotive vehicle having a body, a moto supporting wheels.transmission and steering gear primarilv adapted for land travel. aflight unit attachable thereto for supporting and guiding said vehiclethrough the air, includng a movable flight-controlling surface. pedalsfor controlling the vehicle during land travel. means for disconnectingsaid pedals from clutch and brake actuating vgneans res ectively. andmeans for connecting said pedals to control said movable surface inflight.

4. An automotive vehicle having a body, a motor, supporting wheels,transmission and steering gear primarily adapted for land travel, aflight unit attachable thereto for supporting @Efiiiiit iliitiili andguiding said vehicle through the air, including a movableflight-controlling surface, pedals for controlling the vehicle duringland travel, means for connecting said pedals to control said movablesurface in flight and means controlled by the connections of said pedalsto regulate transmission of power for land or air travel of the vehicle.

5. An automotive vehicle having a body, motor, supporting wheels,transmission and steering gear adapted for land travel, a flight unitattachable thereto for supporting, guiding and propelling said vehiclethrough the air, control devices for governing the operation of thevehicle on the land, means for disconnecting said control devices forland travel and connecting them to control the operation of the flightunit and means for preventing operative connection of said controldevices to the flight unit until said unit is in position for flight.

6. An automotive vehicle having a body, motor, supporting wheels,transmission and steering gear adapted for land travel, a flight unitattachable thereto for supporting, iding and propelling said vehiclethrough the air, control devices for governing the operation of thevehicle on the land, means for disconnecting said control devices forland travel and connecting them to control the operation of the flightunit, means for preventing operative connection of said control devicesto the flight unit until said unit is in position for flight, means forconnecting the vehicle motor to propel the vehicle through the air, andmeans for preventing said connecting operation until said controldevices are connected to the flight unit.

7. An automotive vehicle having a body, motor, supporting wheels,transmission and steering gear adapted for land travel, a flight unitattachable thereto for supporting, guiding and propelling said vehiclethrough the air including a propeller adapted to be driven by thevehicle motor, clutch means for connecting said motor to either thepropeller or the vehicle wheels, control devices for governing theoperation of the vehicle on the land, means for disconnecting saidcontrol devices for land travel and connecting them to control theoperation of the flight unit and means for interlocking the position ofsaid clutch with the connections of said control devices.

8. An automotive vehicle having a body, motor, supporting wheels,transmission and steering gear primarily adapted for land travel, meansattachable thereto for supporting, guiding and propelling said vehiclethrough the air including movable flight-controlling surfaces, saidsteering gear comprising dirigible wheels and a steering wheel, meansfor transmitting motion of the steering wheel to the dirigible wheels onthe land, means for disconnecting said steering wheel from the dirigiblewheels and transmitting the motion thereof to one of said flightcontrolling surfaces to control the vehicle in flight, and other meansfor controlling the dirigible wheels during flight.

9. An automotive vehicle having a body, motor, supporting wheels,transmission and steering gear primarily adapted for land travel, meansattachable thereto for supporting, guiding and propelling said vehiclethrough the air including movable flight-controlling surfaces, saidsteering gear comprising dirigible wheels and a steering wheel, meansfor transmitting motion of the steering wheel to the dirigible wheels onthe land, means for disconnecting said steering wheel from the dirigiblewheels and transmitting the motion thereof to one of said flightcontrolling surfaces to control the vehicle in flight and other meansfor optionally controlling the dirigible wheels during flight.

10. An automotive vehicle having a body, a motor, supporting wheels,transmission and steering gear primarily adapted for land travel, aflight unit attachable thereto for supporting and guiding said vehiclethrough the air, including a vertical rudder, a clutch pedal and a brakepedal for controlling the vehicle during land travel, and means forconnecting said pedals to control the vertical rudder in flight, saidvehicle having dirigible wheels and means for also steering said wheelsfrom said pedals during flight.

11. An automotive vehicle having a body, a motor, supporting wheels,transmission and steering gear primarily adapted for land travel, aflight unit attachable thereto for supporting and guiding said vehiclethrough the air, including a vertical rudder, a clutch pedal and a brakepedal for controlling the vehicle during land travel, means forconnecting said pedals to control the vertical rudder in flight, saidvehicle having dirigible wheels and means for optionally also steeringsaid wheels from said pedals during flight.

BRUCE L. BEALS, JR.

